Railway tie



G. W. DALLIMORE.

RAILWAY TIE. APPLICA'FION FILED FEB. 14. 1922..

Patented Aug. 29, 1922.

uurrsn STAT S PATENT o F c E,

ononen w. nALLIMonE, or OAKLAND, catrronivra RAILWAY .TIE.

To an w/50m it may concern:

Be 1t known that I. GFORGE /V. Danrnmnn,

a citizen of the United States, residing at 7 that theinvention may be embodied as a I switch tie. a bridge tie, orin other standard andsuitable devices of this cl'iaracter for use in supporting the rails of railroads. The

15 primary objectot the inven'tionflis the provision of a railway tie that is unusually durable, strong, and welladapted for forming part of the roadbedof therailway, and in which .theiload of passing trains'may prop- 20 ,erlybe distributed and shocks and vibrations due passage of rolling stock be absorbed to reduce to a minimum the possibility of crack I ing or breaking the tie. With these and other purposes inviewthe invention con- 26 sistsessentially in a reinforced; concrete tie and rail bearingdas will be hereinafter more specifically pointed out and claimed.

In the accompanying drawings I have illustrated one complete exampleot. the

3 physical embodiment of my invention. as a cross t e for railways, 1n whlch the parts are combined and arrangedaccordinn' to the best mode I have thus far devised for the practical application of the principles oi 3 my invention, and it will be understood that changes and alterat ons may be made therein within th'escope of my claims without deiarti-n from the s iirit of my invention.

7 y Figure 1 is a longitudinal sectional view so ing in dotted lines a cushion for the rail,

torming' part of the tie.

F ur is 1 1? Pla b'earing. v I p Figurefi is an enlarged, detail sectional view, at line 6- 6 of Figure 4 showingthe view of the rail Specification of Letters Patent.

thefcrosstie type,'it will be understood Patented i s. 29, 19.22.

Application filed February 14, 1922. I Serial No. 536,425. 1

means for attaching the. rail flangesto the rail, bearing. i i I f In order to illustrate the relation ofnarts I have illustrated a standard .rail havin g the head 1, web 2 audvbase or flanges 3, forming part of a railway'traclniandit will of course be understood that the twoends ofthe'cross tie 4 are of similar construction. .The body of the tie 4: is of concrete, cement, or fasliioned of other. plastic material and has embedded therein a longitudinally QXtGIlCllIlS-f corefi which is preferably of metal in the form of a spiral or helical coil For reinforcing the tie. centrally ofthe body of the tie, extending throughout its length and terminating at suitable points with relation tothc ends of the tie. The; cement or concrete fills the interior of this spirally tubular core and also fills the spaces between; its coilsgfor reinforcement, except at points directly beneath the track rails where wooden cores 6 are illustrated These cores perform the functions of cushions for absorbing shocks and vibrations "From passingtrains, and while I have shown and described them ,as of wood it is apparent that .other suitable material may be used when desired. That cores. which are of cylindrical shape to tit .within the helical or tubular core, may. be;

rails equidistant from the ends of the tie,

arch 9, the, latter conforming to the exterior of the helical core. The railbearing or sad .dle is disposed transversely of the tubular core with the arch 9 nested over the top of the core andthe two wings 8, 8, straddling the core, and attached theretobvmeans of Thehelical core is located I rivets .or other fastenings indicated at 1O.

At one side of the saddle three of these fastening devices or rivets are secured to respective coils,-while at the other'side of the saddle two coils are secured to the saddle,

but it will be understood that the number" of fastening devices may be varied provided the saddle is firmly and rigidly attached-t0 the core as shown. Preferably thebody of the saddle is flush with the top of the c0nand forced into place.

flange 3 is shown supported on the rail plate 11, which is of greater width than therail flange 3, and of course narrower rail flanges may be supported on the rail plate shown.

At opposite sides of the rail plateare formed sockets '12 and 13, extending ,inwardly toward the center of the rail plate and preferablyof dovetail shape in cross section. These sockets extend transversely of the rail plate and saddle and are spaced apa rt'the required distance, and ,as'shown best in Figure 6 each socketis prolonged lnto an opening 14 extending through the remaining width'of the rail plate and through the plate at the side opposite the socket. The horizontal sockets and holes are designed to receive the rail clamps which areof special construction as bestshownin Figure 6. The clamps embody a longitudt na'lly threaded-head 15, of dovetail shape in cross section conforming to the shapeof the socket, and an'integral upper clamp lug 16,

adapted to fit over the outer edge of the rail flange 3. The shank 17 of the bolt has a head 18,-and thebolt is passed through i the bolt hole 14, with its threaded end en- 'gaged 1n the clamp head or nut 15.

A spring grip washer 19' is interposed between the bolt head 18 and the rail plate to pro vide'a' friction lock against movement of the bolt.

In assembling the parts and formingthe t1e,the two saddles 7 are first located the :proper distance apart to correspond 'with 'the gauge' of the railway track, and the helical core is then fastened within the saddles.

The two wood cores or'cushions are then entered from opposite ends, of the helical core g v These assembled parts areplaced, face down, or in reverse position of that shown in Figure 1, upon the" bottom plateof aiconc'rete form, and the concrete, cement, or other plastic. material is poured into the form or mold, filling'into and around the helical core and saddles to 7 complete the bodyof thetie. "The quantity ofmateria-l or concrete utilized maybe determined for various purposes, and the lengthfthickness, and width ofthe tie are madeaccordingto standards required in the maintena'nceof way for the lrailroad's.

f' The jaws or; lugs 16 of the clamp heads 15 conform tothe incline of the ,top surface the rall'fianges, thus adaptingthem to sl ght variations in thickness of the flanges.

Andthejlength of the sockets12 .andlof the .heads- ..15 therein. is-such as to permit the headto be drawn, by turning the bolt, within the socket for fastening a railof less width than that shown for instance in Figure 6. Thus the threaded end of the bolt is of suflicient length to draw the clampheadinto its socket l2.

The dovetail shape of the head 15 and its socket 12 provide a firm anchorage for the head in the rail-plate, and the jaw or lug 16 of the clamp head firmly retains the flange in place on the rail plate. is thus readily adapted to fasten the rails to the rail hearings or saddles, and is adjustable with facility to the rail flange at either the outer side or inner side of the rail.

The rails are held against spreading, and

the opposing clamp heads and bolts 'firmly hold the railsagainst strains, or fromturning over, in both straight track construction, as well as .on curves in the track.

The wood cores or cushions displaee'theBS concrete withinthe helical, tubular core, to form a cushion, and as they are embedded in the tie are protected from deterioration. They are in direct contact with-the tubular core, beneath the rail bearing and form a' cushion sufiicient to absorb shocks and vibrations and prevent strain on the concrete body of thetie.

The formation of the rail bearings or saddles in connection with the tubular core and cushion vcores,'insures the distribution of weight of a passing train over a comparatively wide area of the metal reinforcement or core, as the saddles aredirectly at tached to a plurality of coils at each side of the tubular core, and the load is concentrated at this cushioned point beneath the saddle.

From the above description'taken in oonnection with my drawing it will be apparent Havingthus fully described my invention,

what I claim as new and desire to secure by Letters Patent is 1. The combination ina railway tie of a helical metallic core therein and spaced rail bearings fitting over said core,- cushion members within said core below-said rail bearings, and means for fastening rails toisaid rail bearings. a

2. The combination in a concrete railway tie and a tubular coretherein, of spaced rail' 12o bearings secured tosaid core, cushion members within said core beneath saldbearings, and means for fastening I'aIlStOSaIdIHJI bearings. g I

3. The combination in. a concrete railway tie, of a. helical reinforcing core therein, saddles formlng rail bearings havingawings secured to said helical core,.;bear1ng:plates on said saddles, and means ,for fastening rails to said bearing plates.

The clamp head 75 4. The combination in a concrete railway tie, ot a helical reinforclng core, a saddle supported transversely of said core and hav ing Wings secured to a plurality of coils of said helical core, a cushion member Within said core beneath the saddle, and means for fastening a rail to said saddle.

5. The combination in a railway tie with a tubular core, of a saddle, Wings on said saddle fastened to the core, a rail plate on the saddle having opposed sockets and bolt holes, clamp-heads in said sockets, threaded eluding a saddle having a rail plate andv spaced, oppositely extending transverse sockets and bolt holes, of threaded clamp heads in said sockets having a dovetail shape in cross section, bolts in said holes engaging said heads, and rail engaging jaws on said heads.

GEORGE W. DALLIMORE. 

